Automatic pilot for dirigible craft



March 25, 1947. w M, HARCUM L 2,417,821

AUTOMATIC PILOT FOR DIRIGIBLE CRAFT Filed April 26, 1943 4 Sheets-Sheet 2 PITCH SIGNAL FIG.8

ROLL SIGNAL INVENTORS W. M. HARCU M JUJZJWW TH E I R ATTORNEY March 25, w ARCUM ET'AL 2,417,821

AUTOMATIC PILOT FOR DIRIGIBLE CRAFT Filed ,April 26, 1945 4 Sheets-Sheet 3 R i I 9 4* ll. 9!

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,t I ,2 I 6 p g J 2 8 INVENTORS W. M. HARCUM and P. HALPERT THEIR ATTORNEY March 25, 1947.

W. M. HARCUM ETAL AUTOMATIC PILOT FOR DIRIGIBLE CRAFT Filed April 26, 1945 4 Sheets-Sheet 4 36 37 27 26 FIGJO |03 comamzo PITCH I. ROLL SERVO o 24 SIG. PICK-UPI I MOTOR I FIG. I I 4 I05 CONTROL SURFACES couamso PITCH {ROLL SERVO v a sus. men-up MOTOR 25 Patented Mar. 25, 1947 AUTOMATIC PILGT FOR DIRIGIBLE CRAFT William ltil. Harcum, Mineola, and Percy Halpert,

Kew Gardens, N. Y., assignors to Sperry Gyroscope Company, Inc... a corporation of New York Application April 26, 1943, Serial No. 484,656

11 Claims. 1

This invention relates to automatic pilots for dirigilole craft, and more particularly pertains to pilots for aircraft of the flying wing type having a right and left control surface.

One of the objects of the present invention is to provide an autopilot with a combined pitch and roll signal pick-off that is effective to operate each of the control surfaces of the craft,

A further object of the invention is to provide an automatic pilot operative to move the two control surfaces of an aircraft of this character in the same direction responsive to a controlling pitch signal and in opposit directions responsive to a controlling roll signal.

Another object of the invention. to control each of the servo motors of the pilot by a result ant pitch and roll signal.

A still further object of the invention resides in the combination of pitch, roll and azimuth d splacement signals for controlling a dirigible craft of the flying wing type.

Another object of the invention resides in the utilization of a signal producing pick-off for the autopilot whose axis lies in a normally horizontal plane arranged in angularly spaced relation to the fore and aft and athwartship axes of the dirigible craft.

Other objects, features and structural details of the invention will be apparent from the following description when read in relation to the ac:ompanying drawings, wherein Fig. l. is a plan view of an aircraft of the flying wing type showing the control surfaces therefor.

Fig. 2 is a block diagram illustrating the component parts of the improved automatic pilot.

Figs. 3 and 3A, taken together, present a wiring diagram and schematic view of an autopilot constructed in accordance with the present inven tion.

Fig. 4 is a deta l view of an electromagnet pickoff such as employed to produce the input signal for controlling the circuits of Figs. 3 and 3A..

Fig. 5 is a detail view of a pneumatic type of signal pick-off.

6 is a schematic View showing a niodification of th invention in which two pick-offs of the character shown in Fig. 5 are utilized at each of the of a standard of position such as a conventional gyro vertical.

'7 is a diagram illustrative a pneumatic form of the invention shown in 6.

Fig. 8 is a circuit showing a modification of the form of the invention illustrated in Figs. 3 and 3A.

Figs. 9 and 10 are schematic plan views showing different axial arrangements of the pick offs with reference to the flying Wing aircraft.

Fig. 11 is another block diagram of the improved autopilot in which each of the pick-offs employed produce a combined pitch and roll signal, and

Fig. 12 is a schematic view of the pilot system shown in Figs. 9 through 11 showing a manual control means for displacing both of the signal producing pick-offs to obtain change in attitude of the craft about its respective pitch and roll axes.

Figs. 1, 9 and 1%) show an aircraft of the flying wing type as generally indicated at 20. The fore and aft axis of this type of dirigible craft is designated at M and the athwartship axis is designated at 22. These axes intersect at the center of gravity 23 of the craft and when the craft is free of pitch or roll the axes are situated in a horizontal reference plane provided by a suitable standard of position, such as a gyro vertical. As in other aircraft, the fore and aft axis 2| is the axis about which rolling movement of the craft occurs, and the athwartship axis 22 is the axis about which pitching movement of the craft oc-' ours. The vertical or azimuth axis of the craft is normal to the plane of the paper in Figs. 9 and 15 and passes through the center of gravity 23. This axis, as in conventional craft, is the axis about which turning movement occurs.

The respective right and left control surfaces of the craft are indicated at M and 25, these terms being applied in connection with the illustrated position of the surfaces shown in Figs. 1., 9 and 10. Motion of one of the control surfaces, for example surface 2 t, produces a positive rolling moment proportional to distance To and a positive pitching moment proportional to the distance a, where b and a are the respective perpendicular distances between the centroid of the control surface 24 to axis 2! and axis 22 of the craft. A similar movement of surface it will obviously produce a corresponding movement about pitch axis 22 and an opposite movement about the roll axis 2|. For surface 2 the resultant control moment is proportional to distance 0 which isthe distance between the centroid of the surface and the center of gravity of the craft. Line 0 is situated at angle d with respect to the fore and aft axis of the craft.

From this analysis it can be seen that control surface at actually controls the dirigible craft about an axis which is in the same plane as axes 2i and 22, asses through the center of gravity 2% of the craft, and is perpendicular to line 0. It will be observed that axis 25 lies between the pitch axis 22 and roll axis 2| (following the angles in a counter-clockwise direction). In a similar manner control surface 25 actually controls the craft about an axis 21, which is perpendicular to line and lies between the roll axis 2| and the pitch axis 22. Each axis 26 and 21, therefore, has a component about both the roll and pitch axes. In order to obtain movement of the craft about its pitch axis 22, it is necessary to effect corresponding moments about axes and 21 under control of the respective surfaces 24 and 25. To obtain movement of the craft about its roll axis, which also results in turning motion of the craft about its vertical axis, it is necessary to effect opposite moments about the control axes 26 and 21 under control of the respective surfaces 24 and 25. In other words, the control surfaces must be moved in opposite directions to obtain movement of the craft about roll axis 2| and the same surfaces must be moved in like directions to obtain movement of the craft about pitch axis 22.

Accomplishment of this result is obtained in one form of our invention by combining or mixing pitch and roll signals in an autopilot control and utilizing the combination to control the respective servo motors for each of the control surfaces. In accordance with the tea hing of the invention. the surfaces 24 and 25 are controlled by independent servo motors, such as respectively indicated at 28 and 29 in Fig. 2. As shown, the two motors 28 and 29 are actuated in response to the mixed signal output of an autopilot control generally designated at 33, whose input is derived from a conventional type of signal pick-off for each of the pitch and roll axes of the craft. The respective pitch and roll signal pick-offs are des gnated generally at 3| and 32. In ac ordance with convent onal practice, the pitch pick-off is responsive to tilt about this axis of the craft with reference to a standard of position, such as maintained by a gyro vertical or other means. Such a standard of position is generally designated at 33. A similar reference for the roll pick-off is generally designated at 34.

In F g. 6. the reference instrument that may be employed is schematically shown to include an outer casing 35. gimbal ring 36. and rotor bearing case 31 having a gyro rotor therein whose spin axis is normally vertical. known character may be employed to maintain the rotor bearing case erect. In such an instrument, the axis of the g mbal ring 36 may correspond with or be parallel to the roll axis of the craft. Also, the ax s of the case 31 may correspond with or be parallel to the pitch axis of the craft. Tilt about this last axis may be detected by means of a conventional pivotally mounted bail ring 38, which is positioned by the rotor case 31.

The signal producing means or pick-off employed at each of the axes of the craft may be of the conventional type shown in Fig. 4. Such may include a rotatable plate 39 having a curved magnetic core 40 with three pole pieces 4|, 42 and 43 thereon. The outside pole pieces have oppositely connected windings thereon providing a phase sensitive output depending upon the direction of relative angular motion between the core and a curved armature 44 that may be incorporated in the pitch and roll detecting trunnions of the standard of position. The central pole piece of this electromagnetic type of signal pickoff has a winding that is energized by a suitable alternating current source of electrical energy, as indicated at 45. It will be understood, in connec- Suitable means of any n 4 tion with this form of the invention, that a single pick-off of the character shown in Fig. 4 is employed for the pitch axis 22 and the roll axis 2| of the craft.

An electro-hydraulic autopilot of the character generally disclosed in the copending application Serial No. 234,642, filed July 15, 1939, by Carl A. Frische, George P. Bentley and Percy Halpert, may be employed to receive the roll and pitch displacement signals for the respective pick-offs, as shown in Fig. l. As particularly shown in Figs. 3 and 3A, the potential derived from the pitch axis displacement pick-off is applied to the primary winding of an input transformer 41. The current through the primary winding of transformer 4! induces alternating potentials in three secondary windings 48, 49 and 50.

Secondary winding 49 is connected to the control grids of vacuum tubes 5! and 52 in a balanced circuit, while the two secondary windings 43 and are connected to the control grids of vacuum tubes 53 and 54, likewise connected in a. balanced circuit. The output of the tubes 5| and 52 is supplied to a resistance condenser network for the purpose of generating a time derivative or rate of the electrical input signal. As shown in the above-noted application, the plate circuits of tubes 5| and 52 are connected to a suitable source of alternating current potential. The output of the circuit consists of an alternating current component and a direct current component, the latter being produced by plate circuit rectification. The alternating current component of the output is substantialh reduced by shunt condensers 55 and 55, the capacity of the condensers not being high enough to give the circuit an unduly high time constant. The potential applied to the left-hand plates of condensers 51 and 58, therefore, is without any substantial component of the supply frequency. The direct current potential varies in proportion to the controlling input signal and as the potential varies a varying direct current potential will appear on the right-hand plates of condensers 51 and 58 which is proportional to the rate of change thereof. This derivative or rate potential is applied across resistors 59 and 60 in series with the potentials across transformer windings 4B and 50 to the control grids of the tetrodes 53 and 54. Tubes 53 and 54 rectify the alternating current signal and the combined alternating current and direct current components of the plate current generatecorresponding potentials across resistors 8| and 62, which potentials are directly applied to the grids of tubes 53 and 64 without the intermediary of coupling condensers. The amplifier becomes more sensitive when coupling condensers are omitted since the entire value of the direct current signal is applied to the grids of tubes 63 and 64 where, as when condenser coupling is employed, a large part of the signal is lost. It will be seen, therefore, that there is applied to said grids an alternating current signal proportional to the displacement of the pick-01f and a direct current signal proportional to the rate of change of displacement of the pick-off, the displacement signal being applied through second transformer windings 43 and 50 while the derivative signal is applied across resistors 59 and 50. Obviously, higher derivatives of the signal may be obained by successive electrical differentiation and combined with the velocity component, as more particularly disclosed in connection with the before noted application for Letters Patent.

Tubes 53 and 54 are directly coupled to balanced .outputtubes 63 and-G4 andthe rectified output of the tubes 63 and 64 is supplied equally to torque motors 55 and 66, the condensers 61 and 68 serving to reduce ripple in the output. The series connected pitch signal output windings of the torque motors for each of the hydraulic servo motors 23a and 25a are arranged to effect operation thereof in the same direction, so that when surface 24 moves up, as viewed in Fig. 3A, surface 25 moves up likewise. The roll signal receivingnetwork shown is identical to that die-- scribed in connection with the pitch signal. In this instance, the series connected roll signal output windings of the torque motors 65 and 66 for each of the servo motors are arranged to effect operation thereof opposite directions, so

that when surface 24 moves up. as viewed in Fig. 3A, surface 25 will move in the opposite direction with the same displacement. The windings of the respective torque motors provide a means for mixing or combining the respective pitch and roll signals to obtain two resultant signals of equal magnitude which are effective to control the control surfaces 24 and 25. One of the resultant signals corresponds to the sum of the pitch and roll signals divided by two, and the other the diiierence between the pitch and roll signals divided by two. Then with zero roll signal, the controlling pitch signal for each servo motor is plus the magnitude of the original signal divided by two. With zero pitch signal, the controlling roll signal for one of the servo motors is plus the magnitude of the original signal divided by two and the other is minus the magnitude of the original signal divided by two. The torque motors .65 and 55 and the hydraulic servo motors are generally of the character described in detail in the beiore mentioned application for Letters Patent. The oppositely disposed windings for the torque motors 65 and 66 energized by the output roll signal are designated at 10. The unidirectional movement producing windings 69 of the torque motors are energized by the output of the pitch signal circuit network. Inasmuch as the elements of the roll signal receiving network are similar to those described in connection with the pitch signal circuit networs, corresponding reference numbers are employed therein to designate the parts. Each of the servo motors 28a and 29a is controlled by the combined output of the roll and pitch signal producing means.

The mixing of the control signals may be effected pneumatically as well as electrically, as particularly shown in Figs. 5, 6 and '7. In this instance, two pick-offs may be employed at each of the axes of the craft, the pitch pick-offs being indicated at H and the roll pick-offs at E2. The pick-oils may be of the type shown in Fig. 5, in which the parts are provided by a tubular case having a suction outlet port M and tWo variable ports '55 and lid. The other part of the pick-off is a bafde 71 that differentially intercepts the flow of air through the ports and I6. Baflie I! may be positioned by the gyro vertical and the casin 13 is mounted to he angularly displaceable with respect to the same, Flexible hose cables, or other connections permitting angular adjustment, are connected to the movable casing 73. As shown in Fig. 6, the cases of the pick-offs H are moved together and in the same direction by means of setting knob is through shaft 19 and gears 8!). Likewise, knob BI is arranged to move the cases of the roll pick-oils 12 in the same directions, through gears 82 and 86' on the housings of valves 12, since the connections of the valves to the mixers are reversed, as hereinafter explained. Fig. 7 indicates the arrangement of the pick-offs in the autopilot system, servo motors 28 and 25.) being controlled by the combined output of individual pitch and roll signal pickoffs 7i and i2. Suitable ressure mixers 8! and 88 are utilized to combine the respective signals of the pick-o? in a manner which is the pneumatic equivalm of the electrical differential system described in connection with the description ofFig. the resultant outputs being employed to directly control the motors 28 and 2&3. As shown, the output of one of the pitch valves II is connected to opposing bellows lllii, IZii which oppositely engage a spring centralized arm IZI pivoted at 5223. Near the opposite ends of said arm are a pair of opposed bellows I23 and 123 connected to the output of one of the roll pickoils 12. The increment of said arm, therefore, is under the control of the combined pitch and roll pick-offs and such movement governs the position of the relay valve 28a of the servo motor 28, as in Fig. 3A. Similarly, the output of the other pick-oil valve H is connected in like manner to the bellows liil' and E29 acting oppositely on the spring lever lZi, while the output of the second roll valve F2 is connected to the bellows 323, but in the reverse direction to the connections of the valve 2 to bellows H3.

In the form of the invention shown in Fig. 8, a motor generator control or" the surfaces 25 and 25 is employed that is similar in character to that particularly shown in the copending application of P. Halpert, C. A. Frische, J. L. Bird and E. Esval, -ior Positional control systems, Serial No. 448,0 0, filed June 22, 1942. In this disclosure, the output 0 tube employed to energize the balanced field wind ..gs s: and $52 of generator The armature of the generator is driven at a constant speed by motor 9 3. The output vo1tage of the generator 93 is fed to the armature of a direct current motor 35, whose field ding ili has a fixed excitation from a suitable direct curcent source.

inc armature resistance of the motor is matched to that of the generator 83 so as to provide maximum power transfer therebetween. Motor 95 will turn surface 2% at a speed correspondi to combined voltages at the gener ator and in 1 direction determined by the phase of the controlling input signal to the generator. The elements for controlling surface 2-5 are similar in character to those already described, and are consequently given corresponding reference numbers.

In this instance, output tubes .lil are supplied by two parallel stages of amplification, each of which receives one-half the signal of the pitch circuit network and the roll circuit network. Duo-triodes 9i and :36 receive the pitch input signal and duo-triodes $9 and Hit receive the roll input signal, the connections being such that the control surfaces 2 and 2'5 respond in the manner described in detail in connection with the description of Figs. 3 and 3A.

As shown schematically Fig. 2, the craft may also be controlled with reference to its roll axis 2! by means of an azimuth stan. ard o osition of a so. able character, such a on onal gyroscope, d grammatically indicated at iti, and v muth ,ignal pick-oil of the type shown in either Fig.4 or Fig 5-. Such signal may talre the place of the roll signal pickt will be understood that the of our invention may be controlled in azimuth as well as about the other axes because of the well known fact that an aircraft always tends to turn when it banks. Therefore the azimuth control may be A similar knob of position ldl for normally maintaining course, having the usual azimuth signal pick-off P32, which may be of the type shown in either Fig. 4 or Fig. 5. Since we have shown the flying wing with no rudder, we lead the signal from 102 into the same point in the autopilot control as the signal from 3 3, so that the signal from each is effective to cause a banked turn. When a controlled turn is desired, therefore, the operator adjusts the change course knob 252 on the azimuth standard of position or gyro It! to cause a predetermined turn, or drives the shaft of said knob 232 at a selected rate to cause a proportional selected rate of turn of the craft, as well understood in the art. In order to prevent interference from the anti-roll device 34 at this time, a switch l2! between the roll signal pick-off and the automatic pilot should be opened, or the knob 28% adjusted at the same time as knob 202. Similarly, when knob 2'38 is adjusted to cause a predetermined bank, either knob 202 should be rotated at a rate proportional to such predetermined bank, or

tion. It is interesting to note that according to l our invention a correctly banked turn will substantially always be obtained, since the turn control operates entirely through the differentially affected control surfaces which in this instance serve as ailerons, the turn being caused by the bank, since in correctly designed aircraft the banking angle will be correct for the rate of turn caused thereby.

In the form of the invention shown in Fi s. 9, 10, 11 and 12, the signal producing pick-offs employed as indicated generally at I03 and H34 provide a combined pitch and roll signal output. Pick-01f is responsive to tilt about the axis 2'? of the craft, while pick-off (G4 responds similarly to tilt about the axis 26. In Fig. 9, the standard of position in which the pick-offs are located is a gyro vertical whose major and minor axes are angularly positioned with relation to the fore and aft and athwartship axes of the craft, are preferably parallel to or in line with the aforeid axes 25 and 2?, and provide the axes of the spective signal producing pick-offs. Pick-off G3 at the .zajor axis of the gyro vertical pro- 'ides a signal responsive to tilt about axis 2'! of the craft. Pick-off at the minor axis of the gyro vertical provides a signal responsive to tilt about axis 26 of the craft. In Fig. 10, two gyro verticals are employed with the pick-offs IE3 and i respectively, at the major axes thereof, which axes are situated in parallel relation to craft axes ii'i and It will be understood that pick-off 195 controls the control surface 24 and that pickoff H33 controls the control surface 25. As shown in Fig. 11, the directly combined pitch and roll signal pick-offs Hi3 and H24 each provide an independent signal that is utilized with a separate servo motive means we and 185 to obtain the desired correlated results.

As shown in Fig. 12, this type of pick-off may be manually set from a pitch knob l0! through 8 bevel gears I08, I58 and H0 by way of shafts Ill and H2. To effect opposite motion of the shafts ill and H2 under control of roll knob H3, two differentials H4 and H5 may be employed. The differentials are connected by gears H6 and H1 which are positioned by the roll knob I I3 by way of gear H3. It will be understood that gears H6 and H? are respectively mounted on the casing of differentials H5 and H4.

As many changes could be made in the above construction and many apparently widely different embodiments of this invention could be made without departing from the scope thereof, it is in; ed that all matter contained in the above desc tion or shown in the accompanying drawshall be interpreted as illustrative and not in a limiting sense.

Having described our invention, what we claim desi' secure by Letters Patent is:

1. An automatic pilot for aircraft of the flying wing type having a right and left control surface, motive means for controlling the right surface, motive means for controlling the left surface, attitude reference means including signal means responsive to pitch and signal means responsive to roll, means for mixing the signals of the respective signal means to obtain two resultant signals which functions of the sum of the pitch and roll signals and of the difference of the pitch and roll signals, and means for controlling one of the motive means by one of the resultant signals and for ccntroilin' the other of the motive means by the other of the resultant signals.

2. An automatic pilot for aircraft having a. right control surface that produces a moment about both the pitch and roll axes of the craft and a left control surface that produces a moment about both the pitch and roll axes of the craft, control means for each of the control surfaces responsive to both pitch and roll movements of the craft, attitude reference means governing aid control means in response to pitch and roll of the craft, servo means for controlling the right surface responsive to one of the control means, and servo means for controlling the left surface responsive to the other of said control means.

3. An automatic pilot for aircraft of the flying wing type having a right and left control surface, means for controlling the right surface in cluding a signal producing means responsive to tilt about an axis having both fore and aft and athwartship components, means for controlling the left surface including a signal producing mean responsive to tilt about an axis at a substantial angle to the aforesaid axis and having components about fore and aft and athwartship axes of the craft, pitch settable means for the respective signal producing means to obtain movement of the surfaces in the same direction in controlling the craft about its pitch axis, and roll settable means for the respective signal producing means to obtain movement of the surfaces in opposite directions in controlling the craft about its roll axis.

4. An automatic pilot for aircraft having a ight and left control surface and a servo motor or each, a ignal producing means responsive to tilt about the fore and aft axis of the craft and a signal producing means responsive to tilt about the athwartship axis of the craft, means for mixing the signals of the respective producing means for controlling the right surface, mean for mixing the signals of the respective producing means for controlling the left surface,

pitch settable means for moving the respective athwartship effective signal producing means in the same direction, and roll settable means for moving the respective fore and aft effective si nal producing means in opposite directions.

5. In an automatic pilot for aircraft having right and left control surfaces, means for differentially controlling said surfaces to bank the craft and thereby cause the same to turn, an attitude maintaining device normally controlling said means to maintain level flight, a course maintaining standard of position including course changing means, means responsive to said course changing means for operating said differential controlling means to cause a banked turn, and means for preventing interference from said attitude reference device during such banked turn.

6. An automatic pilot for aircraft of the flying wing type having a right control surface and left control surface, means for producing a signal responsive to tilt of the craft about the roll axis thereof, means for producing a signal responsive to tilt of the craft about the pitch axis thereof, means for combining the signals of the respective signal producing means to obtain two resultant signals corresponding to a function of the sum of the pitch and roll signals and a function of the difference of the pitch and roll signals, servo means for one of the control surfaces responsive to one of the resultant signals, and servo means for the other of the control surfaces responsive to the other of the resultant signals.

7. An automatic pilot for aircraft having a right control surface and a left control surface comprising motive means operatively connected to the right surface, motive means operatively connected to the left surface, attitude reference means including signal producing means responsive to both pitch and roll movements of the craft for each of said motive means, means for controlling the motive means for the right surface by the output of one of said signal producing means, and means for controlling the motive means for the left surface by the output of the other of said signal producing means.

8. An automatic pilot for aircraft of the flying wing type having a right control surface and a left control surface comprising independent motive means operatively connected to the respective surfaces, attitude reference means including means for producing two pitch signals and means for producing two roll signals, means for combinin the signals of the respective producing means to obtain two resultant signals corresponding to a function of the sum of one of the pitch and one of the roll signals and a function of the difference of the other pitch and the other roll signals, means for controlling the motive means for the right surface by the first of the resultant signals, and means for controlling the 10 motive means for the left surface by the other of the resultant signals.

9. In an automatic pilot for aircraft of the flying wing type, a control surface on the trailing edge of one wing producing a moment about an axis normal to a line connecting the centroid of said control surface and the center of gravity of the craft, a gyro-vertical mounted with one of its axes parallel to said first-named axis and having signal producing means responsive t tilt about said gyro vertical axis, and a servo motor governing the position of said control surface controlled by said signal.

10. An automatic pilot for aircraft of the flying wing type having right and left control surfaces that produce, respectively, moments about different axes lying normal to lines connecting the centroids of the surfaces and the center of gravity of the craft, respectively, a gyro-vertical means having a first axis parallel to one of said first-named axes and a second axis parallel to the other of said first-named axes, signal means on said gyro-vertical producin a signal upon tilt of the craft with respect to said gyro about each of said gyro vertical axes, means responsive to one of said signal means for controlling the right control surface, and means responsive to the other of said signal means for controlling the left control surface.

11. In an automatic pilot for aircraft having a right control surface and a left control surface, a course maintaining standard of position having a course change means, a horizontal standard of position to prevent the craft from pitching, signal generating means for each standard of position, means for combining the signals of the respective generating means to obtain two resultant signals corresponding to a function of the sum of the pitch and course signals and a function of the difference of the pitch and course signals, servo means for operating the right control surface responsive to one of the resultant signals, and servo means for operating the left control surface responsive to the other of the resultant signals.

WILLIAM M. HARCUM. PERCY HALPERT.

REFERENCES CITED The following references are of record in the tile of this patent:

UNITED STATES PATENTS Number Name Date 2,191,842. Back Feb. 2'7, 1940 2,162,862 Protzen June 20, 1939 2,210,916 Kenyon et al Aug. 13, 1940 2,310,954 Hodgman Feb. 16, 1943 2,137,974 Fischel Nov. 22, 1938 2,351,977 Kronenberger et a1. June 20, 1944 

